1. Using CNS/ATM to Dramatically Improve Gate-to-Gate Operations Captain Bob Hilb UPS Advanced Flight Systems October 8, 2007

2. Agenda Modernization Background Gate-to-Gate Scheduling and Control
Merging and Spacing
Surface Area Movement Management
Benefits

3. Aviation Modernization
Current operations are very unpredictable
Lacking complete surveillance, real scheduling and control are not realistic
Gate-to-Gate surveillance, RTA to enable airborne spacing, NextGen CDA RNAV/RNP procedures, and datalink enable controlling of a total schedule
Merging and Spacing can deliver aircraft to the runway, the critical point of the schedule, within a few seconds
Result is dramatic increases in capacity and efficiency in addition to environmental benefits
Time based wake turbulence separation can enable all weather capacity consistency
Can be done with minimal FMS and ATC automation changes

4. Modernization Strategy
Requires new shared surveillance system
Enables capacity, efficiency, security, environmental improvements, and gate-to-gate transparency and control
Requires Air Traffic Management instead of Control
Scheduling and maintaining the schedule at a strategic level
Requires move to aircraft centric spacing to maintain the schedule at a tactical level
Requires incremental, pragmatic steps toward the end state with affordable retrofit

5. Louisville Technology Demonstration
New terminal area automation system
New surface surveillance system
Surface Management System (SMS)
ADS-B Cockpit Display of Traffic Information (CDTI) on 107 B-757 and B-767 aircraft – ADS-B “out” on other aircraft
Successful test of Continuous Descent Arrivals (CDAs)
Airline Based En Route Sequencing and Spacing (ABESS) tool

6. SMS – Airport View

7. Continuous Descent Arrivals
Arrival procedure (RNAV/RNP) for idle power descent from cruise to final approach
saves fuel, lowers noise, lowers emissions
FAA Center of Excellence for Noise & Emissions sponsored successful trials Oct at SDF

8. Trial Results Continuous Descent Arrivals – October 2004 Trials
Reduced Noise Impact
CDA (Sept ) )
Continuous Descent Arrivals – October 2004 Trials
30% reduction in noise (up to 6 dB)
34% reduction in nitrous oxide (NOx) emissions
Below 3000 feet
250 to 465 pounds less fuel burn per flight
Baseline (Sep 28-Oct 2)

9. Trial Results
Identified the need for a closed loop spacing system for high traffic density NextGen CDAs
Needs affordable retrofit to make the concept feasible
Bundled applications in an Electronic Flight Bag
Merging and Spacing
Surface Area Movement Management
ATC datalink and others
Surveillance Processor alternative to FMS upgrade
Merging and Spacing with RTA

10. ABESS Based on earlier MITRE and NASA work
Uses all available surveillance sources to predict aircraft sequence and build schedule for arrival fix (at all runway ends – future)
FAA radars, ACARS, ADS-B, and Rapid Update Cycle (RUC) winds (SMS for all nearby airports - future)
Detects conflicts
Calculates speed changes and RTA to smooth flow
Uplinks speed to aircraft (RTA and M&S info – future)
Joint FAA, NASA, MITRE, UPS project

11. Scheduling Process
Utilize fused surveillance (with ADS-B accuracies) and SMS to allow scheduling of aircraft inbound to a hub
All aircraft within defined time horizon (1-2 hours?)
All airborne and pre-departure traffic
SMS predicts when aircraft at close-in airports will be ready for take-off
Schedule built to maximum capacity for each runway with slots for pre-departure aircraft
Move slots as required

12. Controlling the Schedule
Airborne aircraft are initially given speeds then RTA via datalink to achieve strategic schedule
Datalink - initially ACARS, ultimately ATC datalink
Scheduler - initially ABESS, ultimately in terminal traffic manager
Pre-departure aircraft are given take-off times to make their slots
Similar to today’s controlled take-off time process
Slots are easily moved to accommodate unexpected ground delays
Within ADS-B range, aircraft are assigned the aircraft to follow and spacing interval via datalink
Aircraft use M&S to the runway

13. Merging and Spacing Operations Today’s World
Controller provides delaying vector to merge E behind D
Queues build exponentially when bunching occurs often resulting in holding
Low altitude, dirty vectoring is the norm

14. Merging and Spacing Near Term Implementation
VMC or IMC
Merging and Spacing
NextGen Constant
Descent
Arrival (CDA)
CDTI Assisted Visual Separation (CAVS) / CEFR Approach

15. Merging and Spacing – near term
Redesigned RNAV/RNP arrivals that utilize CDA principles
AOC strategic scheduling and spacing at Louisville
Airline Operations Center (AOC) utilizes ABESS to provide speed, RTA, spacing, and aircraft-to-follow assignments to flight crew
ATC responsibilities unchanged
Responsible for separation
Intervenes, if necessary, to maintain arrival flow
Maintains awareness of AOC and flight deck spacing operations

16. Merging and Spacing Operations
Add flight deck-based spacing function
Uses CDTI and Speed Guidance
After flying NextGen CDA, CAVS approach can be flown
Worldwide implementation
ATC utilizes scheduling tool for all participants
Aircraft flying NextGen CDA require M&S functions
Runways can be designated for M&S operations in a mixed equipment environment for early implementation

17. VMC Capacity in IMC Conditions
CDTI Assisted Visual Separation (CAVS)
Provides the ability to maintain “Visual Approach” arrival rates in conditions that currently require Instrument Approaches
Initially allows loss of out the window visual during Visual Approaches
Ultimately penetrate cloud layer in basic VMC
Next Step
Relieve controller of wake turbulence separation responsibility
With extremely consistent delivery of aircraft at runway using M&S

18. SAMM

19. Surface Area Movement Management (SAMM)
Airport surface map and traffic displayed on the EFB provides surface situational awareness to reduce runway incursions and traffic conflicts
Tracks the movements of own aircraft and other ground and airborne traffic in the terminal area using ADS-B and Traffic Information Service-Broadcast (TIS-B)
Alerts crews of potential conflicts with traffic (future)
Alerts crews if incursion is imminent (future)
Commercial Aviation Safety Team (CAST) determined moving map with traffic over 95% effective
All other strategies less than 50% effective

20. UPS Aircraft Architecture
ACSS Surveillance (TCAS) 3000
M&S, RTA, runway incursion alerting
ACSS Transponder upgrade
DO-260A
Boeing Class III EFB
CDTI
ATC datalink (future)
SAMM
AOC Applications
Gables simple speed guidance display

21. Hub Benefits Arrival Hub now has total transparency
SMS uses output from sequencing tool and ADS-B surveillance to predict gate arrival time
SMS monitors departing aircraft at gate to enable gate conflict detection
Much better control of connecting passengers, crews, etc
Total surveillance allows scheduling and control of entire system
With M&S delivering aircraft to the runway within a few seconds of plan, the system is now highly predicable except in the most extreme weather conditions
Efficiency and Capacity are greatly increased and become predictable

22. Airspace System Benefits
First major step towards aviation modernization
Affordable retro-fit, ability to standardize across all fleet types allows near term implementation
Provides guidance for new aircraft implementation
Bundled applications within in one system create layered, cumulative benefits with good ROI
Accelerates FAA, JPDO, and EUROCONTROL plans